Train-stopping device.



' switch whereby the application of the air UNITED STATES PATENT OFFICE.

--JOHN EL MALONEY, JOHN HARVEY, AND'UHARLES PAUL, O l! SALAMANCA, NEW YORK.

I Specification ofLetters Patents man a June 8, 1909.

A ncatioc filed December 10, 1908. i s rial 110,466,847.

vices; and we do declare the followmg to bea full, clear, and exact description of the -in-.

vention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to new and useful improvements in train stopping devices and has for its object to provide suitable connections which maybe operated. from a derail brakes may be effected to bring the'train to an instant stop, in the event of the engineer failing to observe the danger signal and performing thenecessary duties. of locomotive engineers when approaching a derail 's witch, cross-over or other like points along a "railway track.

With the foregoing and other objects'in view, the invention consists of certain novel features of construction combination and ar-.

rangement of parts, as' willbe more fully described and particularly pointed out in the appended claims.

In the accompanying drawings, Figure 1 is a plan view showing the connections for effecting the application of the brake pipe as arranged in position along a section of a track Fig. 2 1s a side elevation also showing a portion of a locomotive provided with suitable means for cooperating with the connections shown in- Fig. 1 to effect the applicationof'the brakes, and, Fig. 3 is a transverse section taken immediately in front of the engine.

In the embodiment illustrated, the derail is indicated by the numeral 1, a suitable opcrating bar 2 being connected with the free end of the derail and projecting beyond one side of the track, and a connecting bar 3 being arranged between said end of the derail and one arm as 4 of the bell crank 5, mounted upon a suitable upright support 6 arranged at the o posite side of the track. The other arm 7 o the bell crank is connected by means of a pi e 8 arranged in longitudinal relation with t .e track to a crank 9 provided at the outer end of a transversely disposed rock shaft 10 mounted in suitable bearings upon a 'front of the locomotive by suitable fixtures.

support 11- and alnumber of the railway I ties 12.

The inner end of the rock shaft is provided.

with a trip arm 13 whichilies'in a horizontal plane when the derail switch is in position for the train to travel along the main-track or, mother words, when the train has the right of way. When the derail is set to switch the train, as shown in Fig. 1, the trip arm 13 is disposed in vertical positionand is adapted to engage a laterally projecting arm 14 for operating an angle cock or valve 15 arranged at the depending end 15 of a U shaped' pipe connection 16 which is supported at the As shown in the drawings, the cross piece 17 oi said U-shaped pipe connection is made in two sections 18 which are connected by means of a T-connection 19 with a supply pipe 20- which leads to the air supply and a depending pipe 21 provided with a stop valve 22 .connected with a hose connection 23, the supply ipe 20 being equipped with the usual stop va ve 24 and the sections 18 with stop valves 25. B the above connections it will be observed t at the air from the source of supply may be caused to pass in either direc- .tion through the cross piece 17 of the U- shaped pipe connection, depending 'upon which side of-the track the mechanism is arranged for operating either of the angle cocks. The hose connection 23 and pipe 21 are provided so that air may be su plied to the brake pipe of a car or engine w 1ch may be coupled ahead,.the valve 22 providing a means whereby the supplyiof air through the pipe 21 may be cut-ofi at will.

rorn'the fore oing description, taken'in connection with t e accompanying drawings, the construction and operation of the invention will be readily understood without requiring a more extended explanation.

Various changes 'in the form, proportion and the minor .details of constructlon may be resorted to without departing from the prine ciple' or sacrificing an of the advantages of this invention as de ed in'the appended claims. 7

Having thus described and ascertained the nature of our invention, What we claim as new and desire to secure by Letters-Pate 1. In a device of the class described, a

source of air pressure, a U-shaped pipe havfront of the engine and communicating with shaped pipe at opposite sides of the adjacent the air source,angle cocks provided with outend of the discharge pi e for controlling the wardl'y and laterally projecting arms arcourse of the air from t e air source to either ranged at the lower ends of the end portions. side of the track, as desired.

5 of the pipe, manually operable connections f4. In a device of the class described, a 45 arranged along the track and adapted to be source of air pressure, a transversely extendset to engage the operating arm of one of the ing air pipe carried by the front end of the angle cocks, and valved connections for conengine, a discharge pipe leading from the air trolling the course of the air from the air source to the air pipe, manually operated source to either side of the U shaped pipe. valves in the air pi e at opposite'sides of its 50 2. In a device of the class described, a junction with the discharge pipe, and an air source of air supply,'a U-shaped pipe having hose provided with a valve communicating, depending end portions, mounted at the. with the discharge pipe. front of the engine, and communicating with I 5. In a device of the class described, a

the air source, angle cocks having projecting source of air pressure, an air pipe extending arms arranged at the lower'endsof the end across the front of the engine, angle cocks portions of the pipe, manually operable provided with laterally and outwardly promeans arranged along the track and adapted jecting operating arms arranged at the ends to be set to engage the. operating arm of one of the air pipe, a transverse rock shaft of the angle cocks, and means to control the mounted at one side of the track, a trip arm 00 course of the air when released from the air at theinnerend of the rock shaft, a crank at source to either end of the U-shaped pipe, the-outer end thereof, a bell crank lever pivsaid means comprising a .pipe between the oted to swing in a horizontal plane at apoint air source and the body of the U-shaped pipe, distant from the rock shaft, a connection be- 5 a valve in said pipe, and manually operated tween one arm of the bell crank lever and the 6 5 valveson the body of the U-shaped pi e at crank of the rock shaft, a connecting rod opposite sides of said first mentioned va ve. between the other arm of the bell crank 3. In a device of the class described, a lever and the derail, and an I operating bar source of air pressure, a U-shaped pipe comconnected tothe derail and extending to the prising .two sections, each having a dependopposite side of the track. 70 ing end'portion, a discharge pipe communis In testimony whereof we have hereunto eating with the air source, a T coupling for set our hands in presence of two subscribing connecting the inner ends of the sections of witnesses. the U-shaped pipe with the discharge pipe,

. r a i 1 release valves provided with operating arms 1m carried by the sections of the U-shaped pipe, CHALPI Eq manually operated means adapted to be set J k to engage the operating arm of either of the Witnesses: release valves, and manually operated valves l PATRICK H. ()DAY,

40 at the inner ends of the sections of the U- JEssE M. Snnroun. 

